Narrative:

While preparing for departure at the gate; the captain brought up the subject of rotation speed (the rate of pitching up). The night before with a very light aircraft it was the captain's opinion that I rotated too fast. We discussed this issue for five or six minutes. I agreed with him and noted (to myself) that I would watch his rotation on the current flight to try to get a feel for what he wanted and to compare it to what I usually feel is normal rotation. On the takeoff roll at vr; the captain rotated and upon a positive rate called for landing gear up. Shortly after that; we received an air speed low warning. The air speed indicator did not look correct for that configuration to me. I checked to see if we had both engines operating and the captain advanced the power to max take off. At the very instant; I noticed that the landing gear was still down and the captain noticed that the flaps were in the up position. We corrected the configuration and continued our climb. At altitude; we discussed the event. We both agreed that we remembered verifying the flaps position while doing the check list. We also did not have a configuration warning horn. The only likely conclusion was; I was distracted by paying close attention to the pitch command and rate the captain was using and when he called for 'landing gear up' I must have retracted the flaps. I don't remember retracting the flaps; but there was no other logical explanation for the misconfiguration. During critical phases of flight; complete concentration should be paid to the task at hand. I believe that complacency led to this mistake by diverting my attention.

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Original NASA ASRS Text

Title: A B737-700 First Officer's takeoff rotation was critiqued by the Captain so while concentrating on the Captain's rotation technique he raised the flaps with the 'Landing Gear Up' command which caused the low speed warning to alert.

Narrative: While preparing for departure at the gate; the Captain brought up the subject of rotation speed (the rate of pitching up). The night before with a very light aircraft it was the Captain's opinion that I rotated too fast. We discussed this issue for five or six minutes. I agreed with him and noted (to myself) that I would watch his rotation on the current flight to try to get a feel for what he wanted and to compare it to what I usually feel is normal rotation. On the takeoff roll at VR; the Captain rotated and upon a positive rate called for landing gear up. Shortly after that; we received an Air Speed Low warning. The air speed indicator did not look correct for that configuration to me. I checked to see if we had both engines operating and the Captain advanced the power to max take off. At the very instant; I noticed that the landing gear was still down and the Captain noticed that the flaps were in the up position. We corrected the configuration and continued our climb. At altitude; we discussed the event. We both agreed that we remembered verifying the flaps position while doing the check list. We also did not have a Configuration Warning horn. The only likely conclusion was; I was distracted by paying close attention to the pitch command and rate the Captain was using and when he called for 'landing gear up' I must have retracted the flaps. I don't remember retracting the flaps; but there was no other logical explanation for the misconfiguration. During critical phases of flight; complete concentration should be paid to the task at hand. I believe that complacency led to this mistake by diverting my attention.

Data retrieved from NASA's ASRS site as of April 2012 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.